Concrete roadway finishing machine



April 1952 c. G. SCHULZE 2,592,960

CONCRETE ROADWAY FINISHING MACHINE Filed Sept. 25, 1946 "(Sheets-sheet 1FIG l. 72

. |NVENTOR CLARENCE G. SCHULZE ATTORNEYS April 15, 1952 Filed Sept; 25,1946 FIG. 3.

c. G. SCHULZE CONCRETE ROADWAY FINISHING MACHINE 7 Sheets-Sheet 2CLARENCE G. SCHULZE ATTORNEYS April 15, 1952 c, SCHULZE 2,592,960

CONCRETE ROADWAY FINISHING MACHINE Filed Sept. 25, 1946 7 Sheets-Sheet 5Far h/EM ATTORNEYS A ril 15, 1952 c. G. SCHULZE 2,592,950

coucam: ROADWAY FINISHING MACHINE Filed Sept. 23, 1946 '7 sheets-Sheet4' E U. s w R a 6 C S 4 m E m W m IE, A m .f M% O l MY CB 0 6 O G I F 6G F Wm A ril 15, 1952 c. G. SCHULZE CONCRETE ROADWAY FINISHING MACHINE 7Sheets-Sheet 5 Filed Sept. 23, 1946 INVENTOR CLARENCE G. SCHULZEATTORNEYS A ril 15, 1952 c. o. SCHULZE 2,592,960

CONCRETE ROADWAY FINISHING MACHINE Filed Sept. 23, 1946 7 Sheets-Sheet 6FIG. 8.

INVENTOR CLARENCE G. SCHULZE am film,

ATTORNEYS A ril 15, 1952 c. e. SCHULZE CONCRETE ROADWAY FINISHINGMACHINE -7 Sheets-Sheet '7 Filed Sept. 25, 1946 FIG I0.

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CLARENCE G. SCHULZE BY 71% Mk ATTORNEYS Patented Apr. 15, 1 952 CONCRETEROADWAY FINISHING MACHINE Clarence G. Schulze, Los Angeles, Calif.,assignor to Madsen Iron Work California 5, Inc., a corporation ofApplication September 23, 1946, Serial No. 698,598

12 Claims. (Cl. 94-45) The present invention relates to concrete highwayconstruction and more particularly to the smoothing and finishing ofconcrete highway paving.

In laying a concrete highway paving slab, it is customary practice,after an initial leveling and preparation of the ground upon which theslab is to be laid, to install sheet metal side forms to retain theconcrete between the desired limits of the slab. The upper edges of theside forms customarily are used as a guide for supporting the strikingoff and finishing apparatus used in the various steps in laying andfinishing the pavement.

It is not many years since the finishing of concrete pavement wasprincipally a manual operation wherein a number of skilled andsemi-skilled finishers followed a paving machine which mixed and pouredthe concrete. By such hand finishing methods, it was virtuallyimpossible to eliminate longitudinal undulations in the pavement, whichbecame increasingly more objectionable as the average speed of vehiclesusing the highways increased.

In recent years numerous developments have been made in pavingconstruction equipment, most of which developments assisted in improvingthe quality of the finished roadway and cut down on the number of manhours required to lay and finish the pavement. This trend has nowreached a point where many contractors feel that they are overburdenedwith expensive and heavy machinery which is difficult to transport fromone job to another, and when idle represents a considerable loss due tothe amount of capital tied up in such equipment.

Cement highway finishing machines which are at present available areunsuited for use in making the wide paving strips required on some ofthe wider highways now being installed in numerous localitiesthroughoutv the country, and also for the paving of wide strips requiredin the making of concrete runways for airports. require some refinishingoperations to be performed after the concrete has been laid by thepaving machine before the finisher can operate satisfactorily.Particularly in cases where the side forms are in bad condition, or havebeen displaced somewhat during the preliminary phases of paving, none ofthe presently known equipment is able to produce the most desirable typeof finished surface.

The most desirable surface finish for a concrete roadway is generallyconceded to be one which is smooth in that it is without bumps or Suchfinishers.

undulations either large or small, but which has a sufficiently roughtexture so that it will assist in preventing skidding of automobilesdriven on the finished pavement. The lines of texture should runlongitudinally of the roadway, since a marked transverse texture in theroadway produces eye weariness and hum at certain speeds.

A principal cause of undulations in finished highway surfaces has beenfound to be subsidence of the mass after a finishing operation has beenperformed. It is desirable, therefore, to perform the final finishingoperation when the concrete mass has completely subsided. This has beendifficult, if not impossible, with most of the finishing equipment nowin use.

An object of the present invention is to make an improved concretehighway surface finisher.

Another object is to make a concrete highway finisher which is readilyadjustable as to width.

Another object is to make a concrete highway finisher having a basicstructure suitable for use on standard highway paving and which iscapable of being widened by successive increments to a predeterminedmaximum width.

Another object is to make a concrete paving finisher having front andrear frames adapted to ride on paving side frames as a track withlongitudinal frame members connecting the frames for minimum distortionof position by irregularities in the side frames, a road finishingdevicebeing adjustably suspended from the connecting frames. 0

Another object is to make a concrete paving finishing machine adaptedinitially to distribute surface portions of a concrete highway pavingslab to a condition of smoothness and thereafter to finish the surfaceof such slab to a required texture. I Another object is to provide aconcrete paving finishing machine with means for maintaining the surfaceof the paving in condition for finishing until substantially finalsubsidence of the mass has occurred.

Another object is to make a concrete paving finishing machine adapted tovary surface con formation to adjust for a superelevated curve.

In order to attain these objects, there is pro.- vided in accordancewith one feature of the invention, a concrete paving finishing devicecom prising a motor driven forward frame and a con nected rear frame,the forward frame and the rear frame being separately and individuallyprovided with multiple wheeled support, with connecting beams pivotallymounted substantially centrallyof the length of each of the front andrear wheeled frames, and cement finishing and distributing membersadjustably mounted on the connecting members as a frame for maximumsmoothness of operation of the frame, the mechanism being provided withmeans for vibrating a surface portion of the pavement being finished,and being arranged to change the relative curvature of finishingelements of the device automatically to diminish the crown of thepavement on a superelevated curve.

These and other objects and advantages of the invention will be setforth in the following description and accompanying drawings, of whichthere are seven sheets. In the drawings:

Fig. 1 is a plan view of a basic arrangement of a cement paving finisherembodying the present invention;

Fig. 2 is a side elevational view of the device shown in Fig. 1;

Fig. 3 is a front end elevational view of the device shown in Fig. 1;

Fig. 4 is an enlarged fragmentary plan view of a portion of a wideneddevelopment of the basic structure of Fig. 1;

Fig. 5 is an enlarged fragmentary plan view of a forward central portionof a float assembly shown in Fig. 1;

Fig. 6 is a view in side elevation of the structure shown in Fig. 5;

Fig. '7 is an enlarged fragmentary plan view of the left hand rearcorner of the machines shown in Figs. 1, 2, 3 and 4;

Fig. 8 is an enlarged fragmentary plan view of a modified form of floatframe mounted on a machine of the general type shown in Fig. 4;

Fig. 9 is a sectional view taken on the line --9 of Fig. 8;

Fig. 10 is an enlarged fragmentary sectional view taken on the line i0i0 of Fig. 8;

Fig. 11 is an enlarged fragmentary sectional view taken on the line I lil of Fig. 10;

Fig. 12 is an enlarged fragmentary sectional view taken on the line |2l2of Fig. 10;

Fig. 13 is an enlarged fragmentary sectional view taken on the lineI3-l3 of Fig. 10;

Fig. 14 is an enlarged fragmentary sectional view taken on the line il-l4 of Fig. 10;

Fig. 15 is a view in perspective of a float supporting leaf spring;

Fig. 16 is an enlarged fragmentary sectional view taken on the-lineI6-l6 of Fig. 5;

Fig. 1? is a side elevational view of the fra ment shown in Fig. 12;

Fig. 18 is a somewhat diagrammatic view of a vibrator attached to amodified front float; and

Fig. 19 is a detail fragmentary sectional view taken on line I9-l9ofFig. 1.

Referring to the detailed construction and operation of the mechanismillustrated in the drawings.'a basic machine illustrated in Figs. 1-3will be described initially. In this machine, designated generally bythe letter M, a float support frame I0 is adjustably suspended from apair of longitudinally disposed side frames or girders H and i2. Thesegirders are pivotally mounted at their front and rear ends respectivelyon wheeled support frames or carriages I3 and Id.

The front carriage l3 comprises three as- 'sembled units I5, i6 and H.The central carriage unit 15 is of rectangular open box girderconstruction and has a motor power unit such as a gasoline engine l8mounted thereon. This central unit i5 is built of suitable structuralmaterial, such as angle and channel iron. The outer ends of the centralframe unit are rectangular member.

and are adapted to be bolted to similar registering inner end portions19 and 2B of the carriage end units 15 and If. Each end unit It and H,as shown in Fig. 3, is of open girder triangular construction as viewedin elevation, and has a pair of bearing journals 21 mounted on theunderside of the forward and rear ends thereof respectively. Wheel axles23 are journaled in these bearings, and suitable flanged wheels 25 whichare adapted to ride on pavement side forms 21 are secured to the outerends of these axles. An adjustable collar 28 is provided on each axle toretain the axle in longitudinally adjusted position with respect to thebearings 21. Each front axle 23 is connected at its outer end by asuitable splined connection 2Q, to a drive shaft 30 through a universaljoint 31. The inner end of the drive shaft 30 is connected. through asecond universal joint 32 to the shaft 33 of a transmission gear box 34.The engine 18 is connected through a usual clutch to suitable gearmechanism mounted in the gear box'34.

The rear carriage M is composed of three sections which are similar,except for the absence of the motor drive mechanism, to the threesections of the front carriage. These sections of the rear carriagecomprise a central section 22 and outer sections 2 3 and 2B.

The axles, and thereby the wheels, may be adjusted axially outwardly adesirable distance, for example eighteen inches each, from the positionillustrated in Figs. 1 and 3. The splined connection 29 between theouter universal joint 3| of each driven front wheel and its axle maycomprise an externally splined shaft 35 secured to the outer portion ofthe universal joint 3!. This splined shaft is somewhat longer than themaximum desired Wheel adjustment which in the present example may beassumed to be eighteen inches. Each driven front axle 23 is tubular andis internally splined telescopically to receive the splined shaft 35 forlongitudinal adjustment therein.

The two longitudinal frame girders II and !2 are pivotally connected ateach end thereof to bearing members 31 mounted midway of the length ofthe front and rear carriages i3 and it.

This method of mounting the longitudinal frame girders reduces verticaldisplacement of the longitudinal girders II and I2 and the supportedfloat frame 10 on a vertical displacement of any of the wheels, such aswould be caused by running over an irregularity in the tracks formed bythe top surface of the side forms 21.

The rectangular float support frame 10 is constructed with channel ironside frame members 38 and 39 and similar channel iron front and rearmembers 40 and M. A pair of central longitudinal bracing members 42 and43 are secured to extend between the front and rear float frame members40 and 41.

The float frame if) has an upwardly extending pin 45 mounted at each ofits four corners. Each of these pins rides in an opening in an anchorbracket 36 secured to the inner sideof the longi- .tudinal side girdersH and I2, as shown in Fig.

are mounted diagonally beneath each central bracing member anditscorresponding side frame The floats are mounted for vertical adjustmenton their supporting frame members. one satisfactory method of supportbeing by socketed mounting plates 45, mounted on the upper surface ofeach float member, as shown in Fig. 16. These plates 45 rotatablyreceive the ball shaped lower ends of adjusting bolts 41 which arethreaded through openings in brackets 48 secured to the frame members40, 4|, 42 and 43, as required. Lock nuts 49 secure the floats inadjusted position. The float members are disposed at an angle ofapproximately 45 from the longitudinal center line of the machine in theform of Vs with their apexes pointing forward. The forward or apex endsof all three pairs of floats illustrated are spaced apart, the forwardpair being spaced apart a slightly greater distance than that separatingthte apex ends of the two rear pairs.

A deflector plate support frame comprises a pair of angle iron brackets52 and 53 which are mounted on the front transverse float frame member40 to extend forwardly therefrom. A bearing block 54 having a verticalshaft bearing therein is mounted between the forward ends of thebrackets 52 and 53. The bearing block is split vertically and isprovided with clamp bolts 56 to hold the shaft in angularly adjustedposition. A deflecting plate 55 which may be of relatively heavy steelplate is secured to a shaft 57 vertically mounted in the bearing block54. Collars 58 and 59 are mounted one above and one below the bearingblock 54 to hold the shaft in vertically adjusted position. Thedeflector blade should be adjusted with its lower edge at substantiallythe same level as the bottoms of the floats. A tiller handle 60 issecured to the top of the shaft 51 by means of which the deflector platemay be pivoted to a desired position to deflect a windrow of cementwhich is discharged between the apex ends of the floats while the deviceis traveling rearwardly, toward one side or the other, as desired, whenthe device again is moved forwardly. This feature of the device isespecially important in the finishing of a superelevated curve. mass ofcement has a tendency to cause a downward flow of the still plasticconcrete toward the low side of the pavement. By using the deflectorplate a required amount of the material can be deflected toward the highside of the curve to provide for smooth and accurate finishingthroughout the entire width of the slab.

A diamond or lozenge shaped diverter block BI is mounted on a supportplate 66 substantially midway beneath the apexes of the forward twopairs of floats. The bottom of this block is adjusted to substantiallythe level of the lower surfaces of the inner ends of the forward pair offloats, so that any mortar deposited in a central windrow by theoperation of the machine while traveling in either direction will bediverted by this diamond shaped block. This causes a working of thewindrow material, which helps to keep it in a plastic workablecondition, and also exerts a finishing action on the central strip ofpavement between the apex ends of the floats.

After the position of the floats relatively to the float frame has beenadjusted, as in initially setting up the machine or after installing replacement floats thereon, it usually is unnecessary to readjust thefloats with respect to the float frame. It is necessary, however,frequently during the operation of the machine in finishing a slab, toadjust the position of the entire float frame If! and its connectedfloats as a unit. This On such curves, working the 6 is true sinceinbeginning a cement finishing operation the frame and its associatedfloats will be elevated so as to work on the higher portions of theirregularities existing in the pavement at that time. The frame I0 withits associated elements is gradually lowered as the finishing progressesand the surface of the pavement approaches its final smooth finishedform.

In order to accomplish the raising and lowering of the float assemblyrequired for suchadjustment, a hand wheel 62 may be provided on eachside of the machine. Each hand wheel is connected through an ordinaryworm and gear drive housed in a gear box 63, to cables 64 and 65 whichare secured to fasteners 61 in the float frame [0.

An elongated track cleaning bar 68, which may be of woodsimilar to thatof which the floats are constructed, is mounted on brackets 680. securedto the floats so that the bar 68 will ride on the side forms during theoperation of themachine. As the machine is drawn back and forth duringthe finishing operations on the pavement, the bar 68 retains cementwhich is displaced laterally from the pavement by the floats from goingover the side forms.

A triangular side windrow diverter block 69 is mounted on a pair ofbracket arms 10, which are pivoted at their rear ends to each side ofthe rear carriage [4. A similar pair of bracket arms 'H are connected topivot with each pair of the arms 10. These arms H extend rearwardly andhave a diagonally disposed windrow diverter block 12 mounted on the rearends thereof. Each pair of forwardly extending brackets 10, and therearwardly extending brackets H, connected thereto, are connected to ahand lever 13 which is adapted to have releasable engagement with anotched quadrant 14 in three adjusted positions of the lever. When thelever is in the forward position illustrated in solid lines in Fig. 2the forward triangular diverter block is moved downwardly to ride on theside forms 21, while when the lever is moved rearwardly to the dottedline position of Fig. 2 the diagonal diverter block I2 is moveddownwardly onto the side forms. In an intermediate central position ofthe lever 13 both blocks will be raised free of the pavement fortransporting the machine when no work is being performed.

During the initial and intermediate passes of the machine the lever 13is maintained in the forward solid line position illustrated in Fig. 2,which lowers the triangular diverter block 69 and causes it to divertany windrows which may be left by the operation of the machine inwardlyaway from the wheels and into the path of the floats, where it again ispicked up by the floats and distributed, upon a successive rearwardmovement of the machine, to any low spots which may still be present inthe pavement. This triangular diverter block also exerts a positivesmoothing action which works the cement adjacent the side forms down toa condition level with'the tops of the side forms. Since the flanges ofthe wheels have a tendency to displace a certain amount of concreteduring, the operation of the machine, this block also tends to deflectinwardly and to smooth out any material thus displaced.

On the final forward finishing movement of the machine, the hand lever13 is moved to its rearward dotted line position of Fig. 2 to bring thediagonally disposed float block 12 downwardly into operative position.On a final forward movement of the machine this block deflects laterallyoverboard any windrows of cement which may be produced by the floats orwheels on this final operation of the machine.

It will be noted in the minimum adjusted width arrangement of themachine illustrated in Figs.

1-3 that but a single float frame is employed. Fig. 4 illustrates themachine with accessory widening equipment installed, and modificationsmade to extend it to a substantially greater width than. that of thebasic machine illustrated in Figs. 1-3 inclusive.

In the modified machine illustrated in Fig. 4, some of the same, unitsare employed as in the basic machine of Figs. 1-3. Where these basicunits are employed they are given the same reference numbers as in thedescription of them in connection with the first three figures of thedrawings.

The basic machine shown in Figs. 1-3, inclusive, may be assumed to havean overall minimum adjusted width or tread of twelve feet. In themodification shown in Fig. 4 a pair of intermediate rectangular boxgirder carriage frame units 15 and 16 are interposed between the basiccarriage frame units so as to increase the Width of the carriages. Inthe modification shown in Fig. 4, the front carriage has the samecentral or engine mounting unit 15 and the same outer wheeled carriageunits it and H as the machine shown in Figs. 1-3.

Between these three basic units the box girder units 15 and 18 areinterposed. The interposed box girder units have rectangular ends whichare adapted to bolt to the outer ends of the center frame unit 15 andthe inner ends of the outer wheeled units [6 and il. These interposedbox girder units may be assumed, for the purpose of the presentdescription, to be each six feet long. thereby adding an increment oftwelve feet to the total width of the front carriage. box girder units18 and 19 are bolted similarly in interposed position between the basicunits 22, 24 and 26 of the rear carriage.

A pair of longitudinal frame girders H and [2, which may be the same asthose of the machine described in Figs. 1-3, are pivotally connected attheir front and rear ends respectively to the outer wheeled carriageunits is and I! of the front ally mounted at its front and rear endsrespectively on pivotal mountings 81 and 88 which are similar to, and inaxial alignment with, the pivotal supports 3? for the outer longitudinalframe girders. The pivotal supports 8'1 and 88 for this central girderare provided as part of the basic central front and rear carriage units,but the central girder Ha is not employed in the basic or minimum widthmachine illustrated in Figs. 1-3. This central longitudinal girder maybe the same as the outer girders H and i2, but is reversed end for endin mounting so that all the longitudinal girders thus may be standard.It will be noted that the so-called central girder is not in the exactcenter of the machine, but is offset slightly to the right so as to beover the inner end of the right hand float frame, now to be described.

The floats in this modified form of the device shown in Fig. 4, insteadof all being mounted on a single rectangular frame, as in the embodimentillustrated in Figs. 1-3 inclusive, are mounted on two oppositelydisposed rhomboid shaped frames 80 and 81. The major axes of theseframes are disposed angularly rearwardly substantially parallel with thecenter lines of the floats. The sides Similar H scribed, for the basicmachine of Figs. 1-3.

and'ends of the rhomboidal frames are of 01131111 nel iron, and aplurality of transverse frame members 82, which may be of angle iron,are mounted perpendicularly to the longer sides of the frames, as shownin Fig. 4,. These transverse frame members add rigidity to the framesand provide mounting supports for the floats. A plurality of threadedsupport brackets 83 are mounted on the frame members over each of thefloats, and are connected to the floats by suitable ad,- justing meanswhich may be similar to the ball headed bolts 41 and sccketed plates 45previously described, Figs. 1-3.

The float frames 88 and 8! are secured to the longitudinal girders in amanner similar to that previously described for frame iii. Fig. 19, topermit vertical adjusting movement; of the float frames, while at thesame time retaining the frames against side sway. This mountin isaccomplished by a plurality of vertical pins 8-1 similar to pins 48mounted on the forward inner corner and on the front and rear outercorners of each of the float frames. These pins are inserted slidably inbracket bushings 85 similar to bracket 38. The bushings for the forwardinner corner pins are mounted on the rear of the central front carriageunit 15, While those for the two outer corner pins are mounted on thelower portion of the longitudinal outer frame girders I l and 12Vrespectively. The bushings should receive the pins with a free slidingfit so as to permit a slight relative tilting of the float frames andtheir supporting structure without binding.

Float frame suspension cables, which may be the same cables 64 and E5referred to in Figs, 1-3 are connected to the outer front and rearcorners of each of the float frames 8% and ill. These 8.1. 5- pensioncables are connected through the gear boxes 63 to the hand wheels 62, aspreviously de- A hand wheel 93 is provided on the central longitudinalgirder Ha to control similar suspension cables connected to the frontand rear inner corners respectively of the right hand float frame Bil.

Bracket arms 94 and are secured on the inner front and rear endsrespectively of the right hand float frame 88. Similar but oppositelyextending bracket arms 97 and 98 are secured to the other float frame8|. The brackets are provided with aligned holes at'their central orfree ends in which pivot pins 99 and Hill are mounted. The float framesthus are hingedly connected together about the axes of the pins 99 andtilt.

The remainder of the machine of Fig. 4, including longitudinal trackcleaning bars 68 the triangular and diagonally disposed diverter blocks68 and 12 on the rear carriage, the adjustable deflector plate 55, andthe lozenge shaped diverter block 6| are all substantially the same asin the basic machine illustrated in Figs. 1-3 inclusive.

A further modification is shown in Figs. 8-15 inclusive. The purpose ofthis latter modification is to permit changing the longitudinalcurvature of the floats while the machine is performing a of roadway.The curvature of the crown prefer:-

9. ably should diminish gradually as the road enters the curve. In orderto provide for varying the longitudinalcurved shapes of the floatswithout the necessity of adjusting the floats individually, as by meansof the bolts illustrated and described in connection with previous viewsof the drawings, floats I I are mounted on float frames I02 and I03 asshown in Figs. 8-10 inclusive.

The float frames I02 and I03 may be generally similar to the floatframes 80 and BI illustrated in Fig. 4, having rhomboid shaped exteriorframes of channel iron but preferably having intermediate frame membersI04 mounted parallel to the inner and outer ends of the float frames.The float frames I 02 and I03 are secured for vertical adjustment bymeans of pins I and brackets I 01 similar to those illustrated in Fig.4. The floats IOI preferably are of tough close grained wood with theirends secured to the end members of the float frames by ball ended boltsI09, similar to the bolts 41 of Figs. 1-3. These bolts are mounted inthreaded angle iron brackets I I0 which are bolted to the end channelsof each float frame. The ends of the floats thus may be adjusted torequired vertical position with respect to the float frame in the samemanner as described for the embodiment shown in Figs.

1-3 and 4, and the ends of the floats thus are not included in thefeature of controlled adjustability about to be described.

An angle iron float control or warping member III (see, for example,Figs. 10 and 11) is mounted in relatively inverted position beneath eachof the longitudinal intermediate float frame members I04, with thedownwardly extending flange of each inverted lower angle iron membersubstantially below the upwardly extending flange of its correspondingintermediate float frame member I04. Each inverted lower angle ironframe member I I I is secured to each of the floats where it overliesthese floats as by means of a saddle plate II2 bolted on top of thefloat. The

connecting bolts are countersunk in recesses H3 in the lower sides ofthe floats so that the floats can wear down a substantial distancebefore the heads of the bolts will be exposed.

A pair of upwardly extending threaded rods H4 and H5 (see Figs. 10 and13) are secured to each saddle plate II2 as'by welding, and the upperends of these rods are secured as by adjusting nuts I I1 and I I8, tothe lower or inverted angle iron members III. A pair of angle ironbrackets II9 (see Figs. 10 and 12) are secured to a side of each of thelongitudinal intermediate frame members I04 to extend downwardly andlaterally therefrom to overlie the lower inverted angle iron members I II. Each of these brackets has a hole therein slidably to receive a pinI20 (see Fig. 1'7) mounted on the lower angle iron member I I I. Thisconnection secures the floats against lateral displacement with respectto the float frame and permits limited vertical adjusting movement ofthe lower inverted angle iron members II I and the intermediate portionsof the floats to which these inverted angle iron members are connected.

A leaf spring I2I is clamped to a bracket I22 on each side of thecentral portion of each of the intermediate longitudinal angle ironframe members I04 to extend outwardly toward the ends of these angleiron members. The end portion of each of these leaf springs is tapered,as best shown in Figs. 12 and 15, and the narrow tapered end portion isinserted beneath a short rod I23 mounted in angle iron brackets. I24secured to the top of the lower angle iron members III. The action ofthese leaf springs tends to urge the lower inverted angle iron membersand their connected floats upwardly toward the upper intermediatelongitudinal frame members I04.

A torque rod I25 is mounted in the space between each of theintermediate longitudinal frame members I04 and its correspondinginverted lower angle iron member I I I. The torque rod I25 is pivoted inbearings I21 which are secured to the underside of the horizontal flangeof the intermediate frame members I04, as best shown in Figs. 10 and 14.

A cam operating lever I28 (see Figs. 8, 10 and 13) is secured to eachtorque rod I25 as by means of a key I29 and a clamp screw I30. These camoperating levers preferably are mounted in substantial lateral alignmentwith each other at the intersections of each of the floats with thelongitudinal intermediate frame members. This arrangement is shown inFig. 8.

An auxiliary cam I3I (see Fig. 11) is keyed and clamped to each torquerod I25 above each of the other floats than that having the cam leverI28 thereabove. The cam levers I28 are con nected to each other as bymeans of cables I32 (see Figs. 8, 10 and 13) so as to move insynchronism with each other when the cable is pulled. r g

The cables are run over suitable guide pulleys as required, and theinner end of each cable I32 may be secured to the longitudinal centergirder member Ila so that vertical movement of the float framerelatively to the girder will produce an adjusting movement of the camlevers I20, and thereby the torque rods I25, to vary the camber of thefloats. If desired, however, 111+ stead of connecting the cables I32 tothe girder Ila, a separate hand or engine driven control. not shown, maybe provided to operate these cam levers independently of any relativemotion of the float frames with respect to the main body of the machine.

In setting up a machine having this adjustable camber form of floatmounting, the camber of the floats is adjusted, with the torque rods innormal or unoperated condition, by means of the saddle mounted rods H4and H5 and the end bolts I09, to provide a normal crown curvature asrequired for straight sections of a roadway to be finished. If thechange of camber of the floats is to be accomplished automatically onraising and lowering the center or inner ends of the float frames, thecamber also must be as required when the float frames are at theirnormal finishing heights relatively to the central girder IIa.Furthermore, the slack in the cable I32 operating the cam levers I28must be adjusted so that when the central portions of the float framesare adjusted to the height necessary for finishing the principal radiusportion of a supereleva-ted curve, the upper ends of the cam levers I28will be drawn inwardly by the cables I32 to remove camber from thefloats to a required degree. Once these initial adjustments have beenmade no further adjustment will be required except to compensate forwearing down of the floats.

If the cam levers I32 are to be operated by an independent controlmechanism, no such critical initial adjustment is required, and it isonly necessary to adjust the floats for the proper camber for astraightaway section of the roadway with the cam levers I32 in thenormal or unoperated position, as shown in Fig. 13. Thereafterindependent controlled operation of the cam lever actuating mechanismpermits changing the camber'of the floats as required by the operator.

In order to assist in the achievement of the desired type of finishedsurface and to prevent gouging of the surface by rocks in the aggregate,one of the wooden float members, for example, the forward float memberon each of the float frames; maybe a vibrating float member, as shown inFig. 18. These vibrating float members may comprise channel shapedfloats 133 of relatively heavy steel sheet, for example, 16 gauge. Thesechanneled float members may be mounted on supporting bolts I34 securedto the channeled float members, to extend upwardly therefrom in the samemanner as the rods H4 and H5 illustrated in Fig. 13. These bolts may besecured to the inverted angle iron members II I, as in Fig. 13, foruseon a variable camber machine. If a vibrator type float is desired ona machine such as that illustrated in Figs. 1-3 or the modifiedvariation illustrated in Fig. 4t, the bolts may be secured directly tothe float frame support brackets the same as in mounting the woodenfloats Q 5.

A vibrator head I35 which may be of a type employed to tamp concrete andwhich comprises a rotatable shaft having an eccentric weight mountedthereon, is connected as by means of a flexible drive shaft I31 to adriving mechanism which may be-a take-off drive from the propellingengine I8 or, if desired; it may be a separate independent auxiliarypower plant, not illustrated. The vibrator heads I35 produce apronounced vibration of the channeled floats I33.

At present it is common practice to employ heavy rollers and sprinklerswhich travel back and forth across the surface of a paving strip in theprocess of being finished. The use of such extraneous equipment isunnecessary with my present finisher when equipped with the vibratingfloats as described above.

The arrangement of the floats on two sides of the main supportingframework works the surface of the concrete back and forth on each sideof the center line, removing excess material and transferring itdiagonally to spots where there may be a deficiency. The excess materialis deposited in windrows either centrally between the apexes of thefloats or laterally along the sides of the machine. By the action of thediverter blocks, this material is either deposited in the path of thefloats so as to be picked up on the next successive pass of the machine,or, at the option of the operator, may be discharged overboard on aflnal pass of the machine. While normally the same material is workedback and modifications thereof, it will be apparent to those familiarwith the art that the device is capable of further modifications withoutdeparting from the spirit of my invention. It is desired, therefore, notto limit the invention except as set forth in the following claims.

I claim:

1. In a cement pavement finisher having a main frame comprising frontand rear wheeled carriages with longitudinally disposed frame memberspivotally connected at their front and rear ends respectively to saidcarriages; a. composite float frame comprising a pair of semiframeshingedly connected to each other about a longitudinal axis locatedsubstantially centrally of said main frame, adjustable support meanssupporting said frame at its center from said main frame, whereby saidhinged connection may be adjustably raised and lowered, independentlyadjustable supporting means for supporting each outer edge of said framefrom said main frame, and a plurality of floats adjustably connected tosaid float frames.

2. In a cement pavement finisher having a main frame comprising frontand rear wheeled carriages with longitudinally disposed frame memberspivotally connected at their front and rear ends respectively to saidcarriages; a composite float frame comprising a pair of semi frameshingedly connected to each other about a longitudinal axis locatedsubstantially centrally of said main frame, adjustable support meanssupporting .said frame at its center and two outer edges from said mainframe, a plurality of floats having their ends adjustably connected tosaid float frames, and controllable float warping means acting betweensaid float frame and said floats to vary the camber of the floats duringa pavement traversing movement of the finisher.

3. In a cement pavement finisher having a main frame comprisinglaterally extendable front and rear wheeled carriages withlongitudinally disposed frame members pivotally connected at their frontand rear ends respectively to said carriages; a composite float framecomprising a pair of semi-frames hingedly connected to each other abouta longitudinal axis located substantially centrally of said main frame,adjustable support means supporting said frame at its center and twoouter edges from said main frame, vertically movable connections betweenthe composite float frame and the main frame, a plurality of floatshaving their ends adjustably connected to said float frames,controllable float warping means acting between said float frame andsaid floats to vary the camber of the floats during a pavementtraversing movement of the finisher, and means operably connecting thewarping means to the main frame to operate the warping means on apredetermined change in relative vertical position between the mainframe and the float frame.

4. A cement pavement finisher comprising a main frame having a wheeledfront carriage, a wheeled rear carriage, a plurality of longitudinalframe connecting elements pivotally connected at the forward and rearends thereof respectively to the front and rear carriages, and aplurality of carriage extension units interposed between elements ofsaid front and rear carriages to increase the width thereof by selectedincrements; a plurality of float frames mounted in said main frame,adjustable support means carried by said main frame and connected toselected float frames adjustably to support said float frames from saidmain frame, a plurality of floats mounted on said float frame, saidfloats having their forward ends adjacent a center line of the mainframe, said floats extending diagonally rearward in substantialparallelism with each other on opposite sides of the main frame centerline and terminating adjacent the sides of the main frame, means foradjusting the longitudinal curvature of said floats to vary the crowncurvature of a pavement finished thereby,

and a triangular diverter block adjustably mounted adjacent a rear outerend of the floats in the longitudinal path of material divertedlaterally by said floats, the apex of said triangular diverter blockextending inwardly beyond the outer ends of said floats andsubstantially on the plane of the lower faces thereof.

5. A cement pavement finisher comprising a main frame having a wheeledfront carriage, a wheeled rear carriage, a plurality of longitudinalframe connecting elements pivotally connected at the forward and rearends thereof respectively to the front and rear carriages, and aplurality of carriage extension units interposed between elements ofsaid front and rear carriages to increase the width thereof by selectedincrements; a plurality of float frames mounted in said main frame,adjustable support means carried by said main frame and connected toselected float frames adjustably to support said float frames from saidmain frame, a plurality of floats mounted on said float frame, saidfloats having their for ward ends adjacent a center line of the mainframe, said floats extending diagonally rearward in substantialparallelism with each other on opposite sides of the main frame centerline and terminating adjacent the sides of the main frame, means foradjusting the longitudinal curvature of said floats to vary the crowncurvature of a pavement finished thereby, a triangular diverter blockadjustably mounted adjacent a rear outer end of the floats in thelongitudinal path of material diverted by said floats, the apex of saidtriangular diverter block extending inwardly beyond the outer ends ofsaid floats and substantially on the plane of the lower faces thereof, apivoted frame mounted to support said diagonal diverter block, adiagonally disposed diverter block carried by said pivoted frame andnormally elevated above the plane of said floats, said pivoted framebeing pivotally movable simultaneously to elevate the triangular blockabove the float level and to lower the diagonal block onto a plane withthe lower faces of said floats to divert laterally outboard materialdiverted by said floats on a forward movement thereof.

6. A cement pavement finisher comprising a main frame having a wheeledfront carriage, a wheeled rear carriage, a plurality of longitudinalframe connecting elements pivotally connected at the forward and rearends thereof respectively to the front and rear carriages, and aplurality of carriage extension units interposed between elements ofsaid front and rear carriages to increase the width thereof by selectedincrements; a plurality of float frames mounted for slidable verticalmovement in said main frame, adjust-able support means carried by saidmain frame and connected to selected float frames adjustably to supportsaid float frames from said main frame, a plurality of floats mounted onsaid float frame, said floats having their forward ends adjacent acenter line of the main frame, said floats extending diagonally rearwardin substantial parallelism with each other on opposite sides of the mainframe center line and terminating adjacent the sides of the main frame,cam means associated with each float to control the longitudinalcurvature of said floats, a triangular diverter block adjustably mountedadjacent a rear outer end of the floats in the longitudinal path ofmaterial diverted laterally by said floats, the apex of said triangulardiverter block extending inwardly beyond the outer ends of said floatsand substantially'on the plane of the lower faces thereof, a pivotedframe mounted to support said diagonal diverter block, a diagonallydisposed diverter block carried by said pivoted frame and normallyelevated above the plane of said floats,- said pivoted frame beingpivotally movable simul-' taneously toelevate the triangular blockabovethe float level and to lower the diagonal block onto a plane with thelower faces of said floats to divert laterally outboard materialdiverted by said floats on a forward movement thereof.

'7. A cement pavement finisher comprising-a wheeled main frame includinga plurality of longitudinal girders, a float frame adjustably suspendedfrom said girders, guiding connection means between the main frame andthe float frame to prevent lateral displacement of the float framerelatively to the mainframe, a plurality of V-shaped floats adjustablyconnected to said float frame for individual vertical adjustmentrelatively thereto, said floats being arranged in a line of parallel Vswith their apexes pointing forwardly and adjacent the longitudinalcenterv line of the main frame, the floats of each V being separatedslightly from each other at the apex, and a diverter block havingpointed front and rear ends mounted substantially on the longitudinalcenter line of the machine, and longitudinally between the apexes of theforward and rearward floats, said diverter block being on a level withthe lower faces of the floats adjacent thereto.

8. A cement pavement finisher comprising a wheeled main frame includinga pluralityof longitudinal girders, a float frame adjustably suspendedfrom said girders, guiding connection means between the main frame andthe float frame 'to prevent lateral displacement of the float framerelatively to the main-frame, a plurality of V-shaped floats adjustablyconnected to said float frame for individual vertical adjustmentrelatively thereto, said floats being arranged in a line of parallel Vswith their apexes pointing forwardly and adjacent the longitudinalcenter line of the main frame, the floats of each V being separatedslightly from each other at the apex, and an adjustable blade pivotallymounted on the longitudinal center line of the finisher on a level withthe bottoms of the floats adjacent the center line, to divert cementmaterial discharged through the open apexes of the V-shaped floatsduring a rearward movement of the finisher, toward a selected side ofthe apex during a forward movement of the finisher.

9. A cement pavement finisher comprising a main frame having a wheeledfront carriage and a wheeled rear carriage, axially adjustable wheelsmounted on each of said carriages to vary the tread width thereof, powerdrive means mounted on one of said carriages and having splinedadjustable driving connection with wheels thereof, a plurality oflongitudinal frame girders pivotally connected at their front and rearends to the front and rear carriages, a pair of float frames adjustablysupported from said girders, a plurality of V-shaped floats mounted onsaid float frames, saidfloats being arranged in V form with their apexespointing forwardly, the apex of each V being open, diverter meansmounted in line with the open end of said Vs to divide and divertresidual material passing through the open apexes of said Vs, and meansfor moving a selected portion of the residual material to either side ofthe opening of said Vs.

10. A cement pavement finisher comprising a main frame having a wheeledfront carriage and 8&93360 a wheeled rear carriage, axially adjustablewheels,

mounted on each of said carriages to varythe tread width thereof, powerdrive means, mounted on one of said carriages and having splinedadjustable driving comiection with wheels thereof, a plurality oflongitudinal frame girders pivotally connected at their front and rearends to the front and rear carriages; a float frame adjustably supportedfrom said girders, a plurality of V-shaped floats mounted on said floatframes, said floats being arranged in V form with their apexes pointingforwardly, the apex of each v being open, diverter means mounted in linewith the open. end of. said Vs to divide and divert residual materialpassing through the open apexes of said We, means for moving a selectedportion of the residual material to either side of the opening of saidVs, and means acting, between the float frame and said floatssimultaneously to vary the longitudinal curvature of said floats duringa traversing movement of, the finisher thereby to vary the crownimparted to a pavement by the floats.

11. A cement pavement finisher comprising a main frame having a wheeledfront carriage and a wheeled rear carriage, axially adjustable wheelsmounted on each of said carriages to vary the tread width thereof, powerdrive means mounted on. one of said carriages and having splinedadjustable driving connection with wheels thereof, a plurality oflongitudinal frame girders pivotally connected at their front and rearends to the front and rear carriages, a float frame adjustably supportedfrom said girders, a plurality of V-shaped floats mounted on said floatframes, said floats being arranged in V form with their apexes pointingforwardly, the apex of each V being open, diverter means mounted in linewith the open end of said Vs to divide and divert residual materialpassing through the open apexes of said V's, means for moving. aselected portion of the residual. material to either side of the openingof said Vs, cam means acting between the float frame and said floatssimultaneously to vary the longitudinal curvature. of said floats duringa traversing movement of the finisher thereby to vary the crown impartedto a pavement by the floats, and cam control means connected between thefloatframe'and themain frame to actuate said cam means on a.predetermined change in relative position between.

the float frame and the main frame.

12. In a cement pavement finisher having a wheeled main frame, a floatframe supported by said main frame, a plurality of elongate floatsconnected at their ends to saidfloat frame, a plurality of laterallyspaced frame members extending across the floats between the endsthereof, each of said frame members being secured. to each of saidfloats, spring means acting to force said frame members towards saidfloat frame, and adjustable means including cam means for. moving saidframe members away from said float frame against the action of thespring means, whereby the floats are. substantially correspondinglywarped between their ends to vary the crown imparted to a pavement bythe floats.

CLARENCE G. SCHULZE.

REFERENCES CITED The following references are of record in the file ofthis patent:

UNITED STATES PATENTS Number Name Date 1,662,257 Valerio Mar. 13, 19282,150,618 Blackwell Mar. 14, 1939 2,194,754 Johnson Mar. 26, 19402,227,296 Costello Dec. 31, 1940 2,235,105 Heltzel Mar. 18, 19412,241,299 Finley May 6, 1941 2,306,126 Jackson Dec. 22, 1942

